CS ADR-DSN.C.236 Engineered Materials Arresting System (EMAS)

(a)An EMAS, provided in accordance with paragraph (b) of CS ADR-DSN.C.215, is a type of arresting system consisting of high energy absorbing materials of specific strength, which will reliably and predictably crush under the weight of an aircraft.

(b)Location: An EMAS should be located beyond the end of the runway or stopway, if provided, at enough setback distance to avoid damage due to jet blast.

(c)General: An EMAS should:

(1)be supported by a design method that can predict the performance of the system that is validated through laboratory or field tests;

(2)decelerate an aircraft overrunning the runway by exerting predictable forces on the landing gear without causing major structural damage to the aircraft and avoiding injuries to its occupants;

(3)be a passive system that requires no external means to initiate/trigger its operation to arrest an aircraft;

(4)be constructed not to be damaged by jet blast or projected debris during normal aircraft operations;

(5)use materials which do not generate nor worsen fire hazards to an incoming aircraft. The materials should be non-sparking, non-flammable, not promote combustion, and not emit toxic or malodorous fumes in a fire environment after installation;

(6)be compatible with the installation of approach lighting systems, the radio altimeter operating area and with the meteorological conditions and aerodrome environment;

(7)together with its surroundings, allow ice and snow removal and prevent water accumulation;

(8)have enough mechanical property to avoid damage resulting from personnel walking on it for routine maintenance;

(9)enable the access, movement, and egress of the RFFS vehicles without impeding their activities during an emergency;

(10)be designed for repair to a usable condition (conforming to the original specifications) after an overrun or other type of physical damage, and have an established maintenance programme;

(11)not increase the potential for damage and not cause control capabilities to an aircraft in case of an undershoot more than the risk associated with an undershoot in a RESA;

(12)be frangible and mounted as low as possible with ramps that are provided to avoid vertical surface;

(13)not impede crew and passenger evacuation nor hinder disabled aircraft removal procedures;

(14)not cause visual or electromagnetic interference with any air navigation aids nor have reflecting surfaces that could cause dazzling;

(15)not increase wildlife hazard;

(16)not be considered to meet the definition of a stopway as provided in CS ADR-DSN.A.002.

(d)Dimensions:

(1)The functional length of an EMAS should be designed based on the operating conditions of the associated runway with its centre line coincidental with the extended centre line of the runway.

(2)The functional width of an EMAS should not be less than the runway width.

(e)Arresting performance:

(1)An EMAS should be designed to decelerate the design aircraft at an exit speed of 70 knots at both maximum take-off weight (MTOW) and 80 % maximum landing weight (MLW) without imposing loads that exceed the aircraft’s design limits, causing major structural damage to the aircraft or imposing excessive forces on its occupants.

(2)When there is insufficient space available for the design on an EMAS in accordance with paragraph (c)(4) above, an EMAS should be designed to achieve the maximum arresting performance of the critical aeroplane.

(3)The design method for EMAS should factor in no reverse thrust of the aeroplane, using a 0.25 braking friction coefficient for the runway and length of pavement prior to the arrestor bed (setback).

(4)The design method for the EMAS assumes no braking friction coefficient (0.00) within the EMAS arrestor bed itself, unless the minimum actual braking friction coefficient that can be achieved as an aeroplane passes through the EMAS arrestor bed material can be demonstrated.

(f)Access:

(1)Slopes or steps should be provided to allow the entrance of the RFFS vehicles from the front and sides and to facilitate crew and passenger evacuation.

(2)On both sides of an EMAS, the requirements for RESA according CS ADR-DSN.C.210 to CS ADR-DSN.C.235 should be applied.

(3)Service roads should be set up for maintenance and emergency access. The width of the service roads should allow access and egress of RFFS vehicles. Service roads should be graded to avoid water accumulation. The strength of the service roads pavement should be capable of supporting the passage of fully loaded RFFS vehicles.

(g)Marking:

(1)An EMAS should be provided with yellow chevrons in accordance with CS ADR-DSN.R.865.

[Issue: ADR-DSN/6]